KR101703592B1 - Device for controlling alternator - Google Patents

Device for controlling alternator Download PDF

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Publication number
KR101703592B1
KR101703592B1 KR1020150084916A KR20150084916A KR101703592B1 KR 101703592 B1 KR101703592 B1 KR 101703592B1 KR 1020150084916 A KR1020150084916 A KR 1020150084916A KR 20150084916 A KR20150084916 A KR 20150084916A KR 101703592 B1 KR101703592 B1 KR 101703592B1
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KR
South Korea
Prior art keywords
rotor
stator
alternator
drive motor
crankshaft
Prior art date
Application number
KR1020150084916A
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Korean (ko)
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KR20160148214A (en
Inventor
정병환
Original Assignee
현대자동차 주식회사
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Priority to KR1020150084916A priority Critical patent/KR101703592B1/en
Publication of KR20160148214A publication Critical patent/KR20160148214A/en
Application granted granted Critical
Publication of KR101703592B1 publication Critical patent/KR101703592B1/en

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/06—Control effected upon clutch or other mechanical power transmission means and dependent upon electric output value of the generator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H7/00—Gearings for conveying rotary motion by endless flexible members
    • F16H7/08—Means for varying tension of belts, ropes, or chains
    • F16H7/10—Means for varying tension of belts, ropes, or chains by adjusting the axis of a pulley
    • F16H7/12—Means for varying tension of belts, ropes, or chains by adjusting the axis of a pulley of an idle pulley
    • F16H7/1209—Means for varying tension of belts, ropes, or chains by adjusting the axis of a pulley of an idle pulley with vibration damping means
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • H02K7/1807—Rotary generators
    • H02K7/1815—Rotary generators structurally associated with reciprocating piston engines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/20—Structural association with auxiliary dynamo-electric machines, e.g. with electric starter motors or exciters

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Eletrric Generators (AREA)

Abstract

An alternator control device according to the present invention includes a rotor, a generator stator for outputting three-phase alternating current, which operates in cooperation with the rotor, a stator for a drive motor which is supplied with current from the battery of the vehicle and operates as a drive motor together with the rotor, And a control unit for controlling the periodic rotational fluctuation component synchronized with the rotational fluctuation component of the crankshaft of the engine to be applied to the rotor shaft of the alternator.

Description

{DEVICE FOR CONTROLLING ALTERNATOR}

The present invention relates to an alternator control device.

In the internal combustion engine, the rotational motion of the crankshaft includes a certain amount of rotational variation. The momentary rotational fluctuation of the crankshaft causes a slip phenomenon of the belt due to instantaneous driving resistance in the engine front pulley of the engine FEAD (Front End Accessory Drive) belt or the pulley type belt system.

Such slippage of the pulleys and belts causes the slip noise of the take-off belt and wear of the take-off belt and causes the span vibration of the FEAD belt due to the periodical tensile compressive excitation force in the belt length direction.

Among the pulleys, the alternator is composed of a rotor having a large inertia force and a small pulley ratio, which generates a larger drive resistance than the other pulleys for the instantaneous rotational fluctuation of the crankshaft .

Therefore, belt slippage occurs most frequently in the pulley of the alternator, and special features such as over-running alternator pulley (OAP) and over-running alternator decoupler (OAD) are used to improve the durability and noise of the take- There is a difficulty in using a pulley.

The present invention proposes an alternator control device capable of removing an alternating load applied to a see-through belt without applying a pulley having a special function.

The alternator control device of the present invention comprises a rotor, a generator stator which operates in conjunction with the rotor to output an alternating current of three phases, and a generator motor which is separated from the generator stator, And a stator for a driving motor that operates.

And a control unit for controlling the periodic rotational fluctuation component synchronized with the rotational fluctuation component of the crankshaft of the engine to be applied to the rotor shaft of the alternator.

The control unit may use the rotation signal of the crankshaft or the camshaft (CAM shaft) detected by an engine or an electronic control unit (ECU) so that the stator for the drive motor outputs the rotation fluctuation component to the rotor shaft As shown in Fig.

The control unit may control the stator for the drive motor to apply the rotational fluctuation component to the rotor shaft by using an ignition plug or a fuel injector signal.

The control section may control the drive motor stator to be driven in a direction to increase the speed of the rotor shaft in a section where the rotational speed of the crankshaft increases.

The control unit may drive the drive motor stator in a direction in which the speed of the rotor shaft of the alternator is decreased in a section in which the rotational speed of the crankshaft is reduced.

The stator for the drive motor may include at least two or more stator.

According to the present invention, by eliminating the rotational torque fluctuation component applied to the alternator pulley, it is possible to eliminate the alternating load applied to the take-aide belt and to improve the slippage and wear phenomenon between the alternator pulley and the take- Environment.

1 is a view schematically showing a structure of an alternator control apparatus according to an embodiment of the present invention.
2 is a view schematically showing a structure of an alternator according to an embodiment of the present invention.
3 is a view showing the rotational vibration of the crankshaft of the engine.
4 is a view showing the rotational vibration of the alternator pulley according to FIG.
5 is a flowchart briefly illustrating a process of controlling rotation of an alternator by an alternator control apparatus according to an embodiment of the present invention.
6 is a view showing a speed increasing section and a speed reducing section according to the rotational fluctuation amount of the crankshaft of the engine.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

Throughout the specification, when an element is referred to as "comprising ", it means that it can include other elements as well, without excluding other elements unless specifically stated otherwise.

Also, the terms of " part ", "... module" in the description mean units for processing at least one function or operation, which may be implemented by hardware or software or a combination of hardware and software.

The alternator control apparatus according to an embodiment of the present invention will now be described in detail with reference to FIGS. 1 to 6. FIG.

1 is a view schematically showing a structure of an alternator control apparatus according to an embodiment of the present invention. At this time, the alternator control device shows only the schematic configuration necessary for the explanation according to the embodiment of the present invention, and is not limited to this configuration.

Referring to FIG. 1, an alternator control apparatus according to an embodiment of the present invention includes an alternator 100 and a control unit 200.

The alternator 100 is connected to the engine 10 through a pulley 30 and a see-through belt 20. The alternator 100 generates a current required by the vehicle using the rotational force of the crankshaft of the engine 10, and supplies the generated current to the vehicle.

The control unit 200 stores the electric energy generated from the alternator 100 in the battery 40 of the vehicle. The control unit 200 can receive the electric power from the battery 40 and can control the operation of the stator 140 for the drive motor of Fig. 2, which operates as a drive motor.

For this purpose, the control device 300 may be implemented with one or more processors operating by a program that has been programmed to perform the steps of the alternator control method according to an embodiment of the present invention have.

2 is a view schematically showing a structure of an alternator according to an embodiment of the present invention.

2, the alternator 100 according to an embodiment of the present invention includes a rotor 110, a generator stator 130, and a stator 140 for a drive motor.

The rotor 110 is connected to the pulley 30 via the rotor shaft 120. A field coil is wound on the center of the rotor 110, and a conductor capable of forming a magnetic pole on both sides of the coil is provided, thereby generating a magnetomotive force.

The generator stator 130 operates together with the rotor 110 to operate as an alternator that generates an organic electromotive force to output three-phase alternating current. The power generating stator 130 is wound with the three-phase coil in the inner groove of the core in which the thin steel plates are stacked.

The stator 140 for the drive motor is formed separately from the power generating stator 130. The stator 140 for the driving motor receives current from the battery 40 of the vehicle and operates as a driving motor together with the rotor 110. In addition, the stator 140 for a driving motor may be composed of at least two or more according to an embodiment of the present invention.

The control unit 200 controls the operation of the stator 140 for the drive motor so as to apply a periodic rotational fluctuation component synchronized with the rotational fluctuation component of the crankshaft of the engine to the rotor shaft 120 of the alternator 100 do.

Here, the control unit 200 uses the rotation signal of the crankshaft or the camshaft (CAM shaft) detected by an engine or an electronic control unit (ECU) To apply the component to the rotor shaft 120. The control unit 200 can also control the stator 140 for the drive motor to apply the rotational fluctuation component to the rotor shaft 120 by using an ignition plug or a fuel injector signal.

The control unit 200 controls the drive motor stator 140 to drive in the direction of increasing the speed of the rotor shaft 120 in a period in which the rotational speed of the crankshaft increases.

The control unit 200 may control the driving motor stator 140 to be driven in a direction to reduce the speed of the rotor shaft 120 of the alternator in a period in which the rotational speed of the crankshaft decreases.

3 is a view showing the rotational vibration of the crankshaft of the engine, and Fig. 4 is a view showing the rotational vibration of the alternator pulley according to Fig.

In a general internal combustion engine, the rotational motion of the crankshaft can not be rotated at a constant speed because it utilizes the energy generated by the combustion explosion of the cylinder, and rotates including a certain amount of rotational variation as shown in FIG. The rotational variation of the engine occurs in various forms depending on the number and arrangement of cylinders. In the case of a series 4-cylinder engine, the rotational variation component of the engine has two cycles per one rotation of the engine.

4, in the pulley 30 of the alternator 100, the pulley ratio is more amplified than the amplitude of the crankshaft rotational vibration. This rotation fluctuation in the pulley 30 of the alternator 100 acts as an alternating load in the opposite direction to the normal direction of the take-a-way belt 20 for driving the alternator 100, Causes abrasion.

However, the alternator control apparatus according to an embodiment of the present invention may be configured such that a drive motor is separately installed in the alternator 100, and the crankshaft of the engine 10 and the alternator 100 are connected to each other through forward or reverse load control of the drive motor. So that the periodic alternating load applied to the swivel type belt 20 is removed.

The alternator control apparatus according to an embodiment of the present invention can be applied to a pulley 30 of an alternator 100 without applying a special pulley such as an over-running alternator pulley (OAP) and an over-running alternator decoupler (OAD) ≪ / RTI > to improve belt slippage and wear problems.

5 is a flowchart briefly illustrating a process of controlling rotation of an alternator by an alternator control apparatus according to an embodiment of the present invention. The following flowchart will be described using the same reference numerals in conjunction with the configuration of Fig.

Referring to FIG. 5, the alternator control apparatus according to an embodiment of the present invention detects the rotation fluctuation period of the crankshaft of the engine 10 (S102).

The alternator control apparatus according to an embodiment of the present invention controls the operation of the stator 140 for a drive motor that operates as a drive motor together with the rotor 110 of the alternator 100, (S104). At this time, the alternator control apparatus according to the embodiment of the present invention controls the operation of the stator 140 for the drive motor using the rotation signals of the crankshaft and the camshaft in the engine 10 or the electronic control unit 50, The operation of the stator 140 for the drive motor is controlled using a plug or fuel injector signal.

The alternator control apparatus according to an embodiment of the present invention controls the operation of the stator 140 for a drive motor according to a period in which the rotational speed of the crankshaft increases or decreases.

6 is a view showing a speed increase section and a speed decrease section according to the rotational variation amount of the crankshaft of the engine.

The alternator control apparatus according to the embodiment of the present invention can control the operation of the stator 140 for the drive motor 140 in the direction of increasing the speed of the rotor shaft 120 in the section A in which the rotational speed of the crankshaft increases (S106). That is, the driving motor stator 140 is driven in the direction of increasing the speed of the rotor 110 in the section where the rotational speed of the crankshaft is increased, so that when the swivel type belt 20 drives the alternator 100 Supports power.

The alternator control apparatus according to an embodiment of the present invention further includes a stator 140 for a drive motor in a direction to reduce the speed of the rotor shaft 120 in a section B where the rotational speed of the crankshaft is reduced (S108). That is, the stator 140 for a drive motor suppresses the rotational force due to inertia of the rotor 110 by applying a load in a direction in which the speed of the rotor 110 decreases in a period in which the rotational speed of the crankshaft decreases.

Therefore, conventionally, the inertia resistance of the rotor 110 is generated in a region where the speed increases, and the speed of the pulley 30 becomes smaller than the speed of the take-off type belt 20, so that the belt is pulled.

However, when the inertia resistance of the rotor 110 is generated in the section where the speed increases, the alternator control apparatus according to an embodiment of the present invention generates a forward load to the stator 140 for the drive motor, By offsetting the resistance by the driving force of the stator 140 for the driving motor, the load on the swivel type belt 20 is reduced.

Conventionally, an inertial rotational force of the rotor 110 is generated in a region where the speed decreases, and the belt is shrunk as the speed of the pulley 30 is higher than that of the see-through belt 20.

However, when the inertia torque of the rotor 110 is generated in the section where the speed decreases, the alternator control apparatus according to an embodiment of the present invention generates a reverse load with the stator 140 for the drive motor, By offsetting the moment of inertia by the motor load, the load of the take-aide belt 20 is reduced.

As described above, the alternator control apparatus according to an embodiment of the present invention uses a drive motor to apply a rotational fluctuation component having the same phase as that of the crankshaft to the rotor of the alternator to eliminate the rotational torque fluctuation component applied to the alternator pulley, It eliminates the alternating loads applied to the belt and provides an environment that can improve slippage and wear between cyclically repeated alternator pulleys and pulleys.

The embodiments of the present invention described above are not implemented only by the apparatus and method, but may be implemented through a program for realizing the function corresponding to the configuration of the embodiment of the present invention or a recording medium on which the program is recorded. Such a recording medium can be executed not only on a server but also on a user terminal.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, It belongs to the scope of right.

Claims (7)

Rotor,
A power generating stator which is spaced apart from the rotor so as to surround the rotor around a rotor axis and which operates together with the rotor to output three-phase alternating current;
A stator for a drive motor which is formed separately from the rotor and surrounds the rotor about the rotor shaft, separated from the power generating stator and supplied with current from a battery of the vehicle and operates as a drive motor together with the rotor, And
The stator for a drive motor is controlled so as to apply a periodic rotational fluctuation component synchronized with a rotational fluctuation component of a crankshaft of an engine to a rotor shaft of an alternator, A control unit for controlling the forward or reverse load to be generated by increasing or decreasing the rotational speed
And an alternator control device. delete The method of claim 1,
Wherein,
The control unit controls the stator for the drive motor to apply the rotational fluctuation component to the rotor shaft by using the rotation signal of the crankshaft or the cam shaft (CAM shaft) detected by an engine or an electronic control unit (ECU) Lt; / RTI > 4. The method of claim 3,
Wherein,
And controls the stator for the drive motor to apply the rotational fluctuation component to the rotor shaft by using an ignition plug or a fuel injector signal. The method of claim 1,
Wherein,
And controls the stator for the drive motor to be driven in a direction to increase the speed of the rotor shaft in a section in which the rotational speed of the crankshaft is increased. The method of claim 5,
Wherein,
And controls the stator for the drive motor to be driven in a direction to reduce the speed of the rotor shaft of the alternator in a section in which the rotational speed of the crankshaft is reduced. The method of claim 1,
The stator for a drive motor includes:
Wherein the alternator comprises at least two or more stator.
KR1020150084916A 2015-06-16 2015-06-16 Device for controlling alternator KR101703592B1 (en)

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Application Number Priority Date Filing Date Title
KR1020150084916A KR101703592B1 (en) 2015-06-16 2015-06-16 Device for controlling alternator

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020150084916A KR101703592B1 (en) 2015-06-16 2015-06-16 Device for controlling alternator

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KR20160148214A KR20160148214A (en) 2016-12-26
KR101703592B1 true KR101703592B1 (en) 2017-02-07

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001136606A (en) * 1999-11-10 2001-05-18 Denso Corp Motive power transfer equipment for vehicle

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001136606A (en) * 1999-11-10 2001-05-18 Denso Corp Motive power transfer equipment for vehicle

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KR20160148214A (en) 2016-12-26

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